Welded hopper car



May 17, 1932. w. H. MUSSEY ET AL WELDED HOPPER cm Filed May 15, 1931 5Sheets-Sheet 1 n Z 75M W% N W a 1 m m w w is i (r\ so L 9 M c E m i Y Av .3 LE T E .5 E f rm E May 17, 1932.

w. H. MUSSEY ET AL WELDED HOPPIER cm Filed May 15. 1931 5 Sheets-Sheet 2W w w NM P W WM MM MJw May 17-, 1932. w. H. MUSSEY ET AL ,8

WELDED HOPPER CAR Filed May 15. 19:51 5 Sheets-Sheet s a l C: 1L i I qf: F \\w\u\m\pwu\\ ||u| m 1 I LP f I e i H M m [w W s g; a i n 5 m. u MN2 U E W m L m .u 3 m m 2.: T m m W W m m a2 1 n [MM m m w] w/ m n u 8 mmm ERN a n i m v 1 m E a: n i u a w ms W. H. MUSSEY ET AL WELDED HOPPERCAR May 17, 1932.

5 smu -sheet 4 Filed May 15 Thriw I77 TJFWEK Patented May 17, 1932 vUNITED STATES PATENT OFFICE 3H. MUSSEY, F CHICAGQ, AND JULIAN R.RUDULPH, OF HOMEWOOD, ILLINOIS, ASSIGHOBS, ASSIGNMENTS, TO PULLM'AN CAB8c MANUFACTURING COB- IOBATION, A GQBPOBATION OF DELAWARE WELDED norrr'mcan.

Application filed Kay The invention relates generally to railway hoppercars and comprehends the distribu tion and proportion of the partsentering into the construction thereof to facilitate Bunion of thevarious members by welding, and with the exception of certain portionsof the cariraming hereinafter specifically mentioned, the inventionproposes the elimiwhole assembly, will be fully co-ordinated.

The invention further contemplates a bal- :anced distribution of thematerial entering into the construction of the car to the end that allmembers of the underframe and superstructure function as a unit toresist boiling, and. load stresses. whereby a maximum payload capacitymay be obtained with a minimum number of parts and corresponding savingin weight.

A further oh 'ect to so distribute the elements entering into theconstruction of the side and end wall sections, bolsters and center thatsaid parts may be fabricated on the bench and brought to the erectiontrack for assembly with other sections in predetermined sequence.

The foregoing and. other objects are attained by the mechanismillustrated in the accompanying drawings, in which Fig. 1 is a plan viewof the car with a portion of the top chords of the car at the rightbroken away to show the form and disposition of the several side wallstiiiening members on the inside of the car walls and showing one of thewall plates ofi'set at the car ends to provide room for the ladder ironswithin the plane of the car side:

' Fig. =52 is a dual view in elevation with a portion of the car inverticalsection to illustrate the application of the intermediate 1931.Serial No. 587,638.

longitudinal side wall stiffening member with respect to the verticalstiffening members for connecting the upper and lower side wall plates;

Fig. 3. is a transverse vertical sectional view through the center silland car side taken on line 33 of Fig. 2, showing on larger scale,

of securing the diverging guard braces to side wall and hollowtransverse brace member;

Fig. 7 is a view in plan showing the corner construction at the'topchords, with the side chords directed inwardly and the'end chordspresented outwardly;

Figs. 8 and 9 are end and side elevations of the corner construction,respectively;

Fig. 10 is a vertical section'transversel through the center sillsimilar to that indlcated in Fig. 3. but showing the sides thereofslotted to receive a tie plate for connecting the side wall bracemembers;

Fig. 11 is a rear elevational view of one embodiment of the bolster withthe sloping floor sheet removed to better show the bolster upper chordand web stiffening arrangement, and adjacent portion of the center sillin transverse section taken on line 1111, of Fig. 12, to show thewelding of the draft gear back stop and bolster filler casting to thecenter sill;

Fig. 12 is a vertical longitudinal median section through bolster,sloping end floor plate. and center sill of the car taken on line 1212,of Fig. 11;

Fig. 13 is a horizontal section through center sill. back stop casting,and adjacent bolster web, taken on line l3-13 of Fig. 12,

showing the method of securing the casting .-'sill web, bottom coverplate, and center plate,

and method of increasing the line of weld between the center sill andadjacent bolster web stifieners, and further showing one application ofthe draft of the center sill; I

Fig. 15 is a vertical section through center sill and applied cheekplates taken on line 1515, of Fig. 14;

Fig. 16 is a section similar to Fig. 10, but showing a center sill ofpipe section connected with the hollow side wall braces, as analternative form of center sill;

Figs. 17 to 20 inc., are views similar to Figs. 11, 12, 14, and 15,respectively, but showing a preferred form of bolster applied to acenter sill of pipe section; and taken, respectively, on lines 1717,Fig. 18; 1818, of Fig. 17 1919, of Fig. 17 and 20-20, of Fig. 19;

Fig. 21 is a horizontal sectional view through the center sill taken online 21-21, of Fig. 18, showing the. draft key bearings and slotreinforcing plates welded to the sill plate. In-the drawings, the car isrepresented as a self-clearing hopper car with the greater proportion ofits constituent parts of pressed metal shapes, to form tubular or hollowmembers of light though relatively powerful section designed to transmitload, draft and bufling forces to contiguous members of the car, and allof-them joined by welding to form a unitary structure, free fromoverlap-- ping joints where practicable, to avoid the lodgment of dirtand moisture and possible corrosion at such points."

The center sill 10 is of tubular formation, and in the presentembodiment, continuous from end to end of the car, the bottom por tionthereof being channel shaped between the bolsters 11 and the car ends,being opened up to receive the draft gear and other parts. As best shownin Figs. 11 to 15 inc., the bottom portion of the center sill uponopposite sides of the median line between the bolsters 'is formed offlanges 12 welded together at their meeting edges, and from oints backof adjacent bolsters, is formed with the-flanges 12 directed outwardlyto provide securing areas for the bottom cover plate 13, underlying bodycenter plate 14, and draft. sill tie and gear supporting plates 15,held'by rivets 16.- As indicated in these figures,-the'center sill ismade in one piece with plane sides 17 and bottom 18, the top portionbeing crowned as shown, to at once provide material shedding surfaces 19and further 'rigidify the sill against distortion under load. i

As best shown in Fi 11 to 14 inc., the center sill is fitted wi acombined draft gear cheek plates at the end extending brac ar back stopand bolster filler casting 20 aving interlocking engagement with centersill through'the medium of spaced lugs 21 projecting intocorrespondingly shaped slots 22 opening downwardly in sides 17 of the.sill to permit application of the casting with the lugs from beneath thesill. The lugs 21 are preferably shaped as shown in Fig. 14

with their lower ends connected by intermediate horizontal-portions 23having end abutment with the sill webs 17 and flan s 12, and both silland casting united by wel ing along the projectin peripheries of saidlugs.

To insure urther stability in the assembly constituting back stopcasting 20, bottom cover plate 13, and center bearing 14, casting 20 ispreferably formed with additional dowels v25 projecting downwardlythrough registered openings in said cover late and center bearing, andlikewise secure together by welding about the dowel peripheries.Similarly, the draft gear cheek plates 26 are formed with lugs 27 anddraft key bearing portions 28 adapted for interlocking engagement withthe center sill and welded to the sill about their respectiveperipheries. The bearing portions 28 define elongated openings 29 and 30for the reception of draft keys 31 slidable therein under couplermovement. The sill is further equipped at'its ends with striking plates32 having rearwardly ditional bearing for adjacent keys, projects 1beyond the respective sides of the sill and welded about the bearingperiphery to rigidly secure the striking plate to the sill.

The usua-l draft sill tie plates 15 are firmly.

secured to center sill flanges 12 and function also to support thecustomary cushioning ear. Bolsters 11 are mounted upon the center silland preferably cut out for the sill, the plates extending in one piecefrom side to side of the car. In the embodiment shown in Figs. 11 to 14,the bolster web is shown with flanges 36 extending along its bottommargin from the sides of the center sill to the car sides and secured bywelding to bot-- tom cover plate 13, and with suitable flanges 37 and 38at the top for supporting adjacent sloping floor sheets. As best shownin Fig. 11, the upper flanges are sloped to conform to pitch of thefloor toward the median lineof the car and welded to the undersidethere--. of. The bolster Webs may be stiffened locally in any approvedmanner, the reinforcement herein showntaking the form of metal strips 39shaped to conform'to openings 40 in the bolster webs and welded midwaytheir width to form with said webs continuous rei nets 33 slotted tocomplement elongated openings 29 in the cheek plates 26 forcing membersof substantial T-section, best shown in Fig. 12. These reinforcementsare supplemented by a plurality of gusset plates 41 extending toadjacent marginal flanges of the bolster and welded to the reinforcingstrips, bolster webs and flanges.

To further reinforce the bolster structure, upright braces 42,preferably stifl'ened along their sloping edges 43, are welded toopposite faces of the bolster, and along their respective lower edges 44to adjacent portions of the center sill. As shownin Fig. 14, the loweredges 44 of braces 42 may be cut along staggered lines as indicated at45 to provide longer lines of securing welds at these posi-- tions. Thebolster side bearings are built-up of plates 46 shaped to'the contourand proportions of the bearing required and reinforced by a stiffeningweb 47 and both welded together and to the bolster bottom cover plate13, as shown. That portion of the bolster 11 immediately above the sidebearing is further reinforced by gusset plates 48, forming virtualextensions of plates 46 0f the hearing to prevent undue stressing ofbolster at thebearing position.

The bolster and center sill construction, within the scope of theinvention, may take the form illustrated in Figs. 17 to 21, in which thecenter sill 50 is of pipe section and the bolster webs 51 fillet weldedto sill, and top and bottom plates 52 and 53, respectively.

The'top plates are introduced between the respective bolster web andfloor plates to provide extended bearings for the floor plates. Thebolster webs 51 are held at the center sill by front and rear braces 54and 55 extending vertically from the sill to top plate 52 and welded tothese parts and the bolster web 51. As in the case of the firstembodiment, these braces are flanged along their inclined edge portions56 to ri gidify the assembly.

To insure further stability in the connection between center sill andbolster, a plurality of lateral braces 57 are disposed upon oppositesides of bolster web and sill and welded to bolster bottom plate 53, thecenter sill, and preferably also to the sides of braces 54 and 55. asbest shown in Figs. 17 and 19. Instead of the bolster web reinforcementemployed in'the first embodiment illustrated in Figs. 11 and 12, thebolster webs may be stiffened otherwise, as by corrugating the websvertically and the edges of the corrugations fillet welded to upper andlower bolster plates 52 and 53, as will be understood.

The center sill of round pipe section lends itself admirably to theapplication of draft gear parts since by virtue of the form of the sillsection at the bolster position the sill affords considerable resistanceto crushing loads and permits the installation of the relatively simpleform of draft gear back stop and draft key bearing pieces illustrated inFigs. 17 to 21 inc. The back stop is made up of a plurality of sectionswelded together, the back stop face plate 60 being secured top andbottom to respectivel adjacent crossplates 61 and 62 exten ingtransversely through the sill and welded. v

The draft key bearing pieces 63 comprise metal strips shaped to defineelongated openin gs 64 for draft keys 65 and are welded to the sillabout the openings. The center sill is formed with bottom openings 66for the draft gear parts, the metal cut for the openin s being directeddownwardly and outwar ly to provide securing flanges 67 for the combineddraft sill tie and gear supporting plates 68. As indicated in Figs. 17and 19, the flanges 67 are held rigid by gussetplates 59 welded to themand adjacent portions of the sill at points adjacent the ends of opening66.

Unlike the sill of the first embodiment, the draft gear opening 66extends from a point 69 immediately in front of the bolster to a point70 intermediate the bolster and adjacent car end whereby a substantialportion of the sill column remains intact between said openin and sillend. Suitable striking plates 32 an coupler carrier and guide members 71and72 respectively, are welded to the sill ends. The sills of bothembodiments are further equipped with draftgear top guide plates 73welded to the inside of the upper portions of the respective sills, asbest shown in Figs. 12, 15, 17 and 18.

w The side girder walls are made made up of upper wall plates 75 andheavier lower wall plates 76 butt-welded along their meeting edges 77.The upper walls extend the full length of the car with an end portionthereof offset inwardly to provide a recessed wall area 78 toaccommodate ladders 79 within the plane of the maximum car side. Thelower walls are straight and extend only from bolster to bolster towhich they are welded, as

best shown in Figs. 2, 11, 12, and 18. To avoid the projection of any ofthe girder parts beyond the plane of the maximum width of the car, theupper edge of the upperwall plates 75 is deflected inwardly and upwardlyto provide a securing flange 80 to which the top chord 81, presently tobe described, may be welded within the plane of the car side, as bestshown in Figs. 3 and 8.

The top chord 81 is shaped from a plate bent to provide a hollow columnhaving anupper horizontal flange 82 having a downwardly and outwardlydeflected securing 5 mediate longitudinal member 90 adjacent theupwardly and outwardly for fillet weld connection with the gir'der wall,to provide a material shedding surface 88 between the sloping floorplates hereinafter described.

The upper and lower girder wall plates 75 and 76, at their meeting edges7 7 butt-welded as before noted, are further provided Wlth anintermediate hollow stiffening longitudinal member 90 having edgeportions 91 and 92 fillet welded respectively to wall plates 75 and 76above and-below the welded meeting edge 77. This member 90 is similar incontour to that of the bottom chord member and is designed to stiffenthe girder at the seam area to provide additional resistance tohammering and bulging at this position, and is preferably in sectionsspaced apart longitudinally to permitvthe application of side wall stakemembers 93 extending vertically between the top and bottom chordmembers.

The stakes are preferably of channel shape fillet welded to the wallplates 75 and 76,

top and bottom chords. and contiguous ends.

of the intermediate stiffeners 90, providing altogether an integralgirder structure-adapted for assembly as a unit with the bolsters andother elements of the car. The top chord member 81 may be stifienedlocally at intervals along its length by gusset plates 95 fillet weldedto underside 85 of the top chord and girder wall plate 75, as bestshown'in Figs' 2 and 3-.

It will be noted that the inside stakes 94 at the bolster position haveone flange of the channel deflected at an angle toward the respectivelyadjacent ends of the car to avoid o struction to lading movement in theopposite direction. The bolster stakes are fillet welded to both upperand lower girder wall plates 75 and 76 and to the .floor plates of thecar, as best shown in Figs. 2, 12, and 18. To further connect the girderplates and stakes 94 at the bolsters, a tie plate 96 is interposedbetween said plates and stakes and the ends of adjacent bolster webs,and the girder bottom chords, as indicated in Figs. 11, 12 and 18,whereby the load stresses on the girder plates are directly transmittedto the bolsters. If desired, the ends of the interbolsters may overlaptie plates 96 and fillet H welded thereto and stakes 94 to provideadditional rigidity to-the assembly.

Certain of the side stakes upon opposite sides of the transverse centerof the car and indicated at 97, connect at their lower ends withrespectively adjacent portions of a cross ridge having a rounded cappiece 98 extending transversely across the center sill between thegirder sides. As shown in Figs. 1, 2, 3, 5

and 6, this connection is made preferably by means of hollow gussetpieces 99 telescopically engaging the ridge cap pieces 98 and stakes 97at their respective ends and welded to provide a unitary hollowconnecting girder between the car sides.

The cap pieces and gussets are formed with downwardly and outwardlyflared support ing flanges 100 along their respective lower edges towhich "the intermediate floor plates 101 and 102 are welded to completethe cross ridge structure. The floor plates 101 are preferablyin onepiece from side to side of car and out out for and fillet welded to thecenter sill crown and side portions, but the longer floor plates 102with portions extending below the center sill are divided at and cut outfor the center sill, as best indicated in Figs. 1, 2, and 3. To insure"further stability for the center sill at the cross ridge position, thecap pieces 98 are stiflened by tie plates 103 fillet welded to innersides of cap pieces and to crown portion 19 of the center sill, as bestshown in Figs. 2 and 3. 1

The intermediate floor plates are supported at the car sides by outsidelhopper sheets 104 and 106, welded to the lower side girder plates 7 6'beneath the bottom chords, as shown in Figs. 1, 2, 3, and 6. Thatportion of said sheets extending below the girder bottom beingpreferably though not necessarily, formed with floor plate supportingflanges 107, primarily for the purppse of positioning said plates duringthe welding operation, and manifestly these plates may be fillet weldedto these hopper sheets at the margins and the flanges dispensed with, ifdesired. About the girder bottom chords and to the wall plates 76, theintermediate floor plates are fillet welded to render the joints sealtight at these positions. Corresponding inside hopper sheets 108 and110, are positioned at the median line of the car beneath the centersill, as shown in Fig. 3, to provide the maximum width of door openings111 between inner and outer hopper sheets to facilitate discharge of thelading. v

The inside hopper sheets in the present embodiment, are secured to thesill bottom face 18 by deflected plate portions 112 and 113 inclinedupwardly and outwardly toward the sides-17 .of the sill and therewelded. The deflected plate 112 is preferably an integral part of thebody of its respective hopper sheet with an integral floor supportingflange 114, while its companion plate 1131s separate from said hop-persheet but connected to it by an angle piece 115 secured to the lowermargins of the hopper sheet and supplementing flange 114 in the supportof the floor plates upon opposite si es of said hopper sheets. Thediverging plates and respective hopper sheets are welded together and tothe .center'sill and floor plates and further rigidify the center sillat the deepest load sections of the car structure. The space 116 definedby the sill bottom and diverging plates 112 and 113, is utilized for thepassa e of the customary brake connection rod 12 indicated in Fig. 3.

The end floor plates 118 may be in two longitudinal pieces Welded alongthe median line of the car and sloped transversely to direct water andlading flow toward the center of the car and to lend further stabilityto the floor assembly. The floor plates are supported upon and welded tobottom chord flanges 119 of adjacent end walls and the marginal flanges107 on outside hopper sheets and flanges 114 and 115 on inside hoppersheets 108, as best shown in Fig. 2, and define the lower margins of enddoor openings 111 upon opposite sides of inside hopper sheets 108.Except for the thickness of the inside. hopper sheets 108 the dooropenings are virtually continuous between the outside hopper sheets 104.As in the case of intermediate floor plates 101 and 102, the floorplates 118 are cut out for and welded to the shedding faces 19 and sides17 of the center sill and diverging plates 112 and 113 beneath the sillto fully seal the joints against leakage.

The girder sides at their respective ends are connected by, a transversegirder plate 117 to form load retaining end walls designed to provide asupport for the sloping end plates 118 as by chord flanges 119. Theconnection between end girder plates117 and side wall girders, iseffected by means of corner post angles120 extending vertically to theunderframe of the car, as best shown in Figs. 2, 7, 8 and 9. These partsare further connected through the medium of the stepped welded joint 121between thetop side chords 81 and similarl formed chords 122 surmountingthe end gir ers exce t that the end chords are directed outwardlyinstead of inwardly to provide for increased length of the heap load, asindicated in Fig. 2. In Fig. 9, the upper edge of end girders 117 isdeflected upwardly and outwardly to provide a securing flange 123 towhich the downwardly and inwardly deflected securing flange 124 of thetop end chord may be we (1 within the plane of the end walls to avoidencroachment upon the load space, and the remainder of the chord membersfillet welded to the outer faces of said girder plates to complete thehollow chord after the fashion described with respect to the top sidechords 81.

As indicated in Fig. 8, the end top chords extend the fullwidth of thecar, overlapping adjacent flange of corner post angles120, and theiropposite ends closed by'plates 125 welded to the chord ends and extendedfor connection with side girder plates 75 and adjacent flange ofcorner'post angle 120 to both of which the closure plates are alsowelded. As shown in Figs. 7 and 9, the closure plates .sill position,gusset plates 132. are

are arranged to lie flush with side girder plates and corner postflanges, bein cut out to clear adjacent post tops. The ush surfacearrangement at the side is efiected by offsetting girder plate- 75inwardly behind adjacent flange of the corner post and welded thereto,as indicated at 74.,

The side structure is completed by the addition of sub side sillsconnecting the lower ends of respectively adjacent ends of corner postangles 120 end 24 to the ends of the-respective girder plates 76' andadjacent bolster webs to preserve the. rectangularrelation of thestructure under corner poling thrust. Braces 128 extending transverselyof the car from respectively adjacent top chords 8'1 downwardly andinwardly to the center sill, as best shown in Fig. 3, and extended thepresent embodiment through cap pieces 98 of the cross ridges,

as indicated at 89 in F i-gs. 3. and 5,, are welded to top chords 81,cap pieces 98,, and respectively adjacent sides 17 of the center It willbe noted that said braces are positioned preferably in line with thevertical side. wall stakes 97 between the ends of the sections making upthe intermediate longitudinal stiffening chords 90, to form with saidstakes and the cross ridge cap pieces 98,, triangular wall trusses toprevent lateral bulging of the girder sides.

The braces 128 are themselves held a ainst displacement from impacts ofloading uckets by local bracing members 129 connecting said main braces128 and girder walls at the intermediate longitudinal chords 90 formingwith said local braces 129, additional triangular trusses longitudinallyof the car and at substantially rightangles to the main truss: members128, the assembled trusses being welded to provide a unitary skeletonstructure of great strength and minimum weight. When braces 128 areextended to the center sill as described, they contribute materially instabilizing the center sill, girder side, and cross ridge assembly underload. As shown in Figs. 2, 3, and 6, the connection of the braces 128 tosaid assembly is efi'ected by fillet welding the upper ends to thegirdertop chord'81, cross ridge cap pieces 98, and center sides: 17',and further respectively, by gusset plates: 130' to adjacent side stakes97,. by gusset plates 131 to respective cap pieces 98,; and by gussetplates 132 to the center sill.

To insure sufiicient welding at the center 4 preferably applied toopposite sidesof the brace 128 as shown. If necessary, gussets 132 maybe formed with stiffening flan es; 133 along their free marginal edges,as shown. To stiffen the connection between the girder walls andauxiliary braces 129, gusset plates 134 are preferably fillet welded togirder plates 75 .and upper sides of respective braces 129.

With the girder sides, cross ridge and center sill assembly connected bythe braces 128 as stated, a virtually integral structure is provided inwhich all of the elements thereof are co-ordinated to function as a unitin resisting load and impact stresses.

Preferably, that portion of the brace 128 extending between the crossridge caps 98 and center sill at each assembly, is bent inwardly towardsthe center sill as best shown in Fig. 3, so that the angularit betweenthe braces and.adjacent girder si es above the respective cross ridgeswill be less than that between the deflected lower portions of saidbraces and adjacent center sil sides 17, in order that the distancebetween the braces immediately above the respective cross ridges shallbe great enough to permit clam shell buckets to descend as closely aspossible to braces.

It will be observed that with the braces 128 connected to theirrespective girder top chord members 81 and center sill sldes, theyfunction somewhat after the fashion of slings for suspending the centersill. Constructions of this character are further exemplified in themodifications illustrated in Figs. 10 and 16, showing respectivel thepressed steel sill 10 of the preferred em odiment and'the sill 50 of(pipe section, wherein the respective; brace en s are slottedsubstantially longitudinally of the braces 128 to receive adjacent ends135 of tie plates 136 extending throu h slots 137 in opposite sides ofthe sill. he tie plates 136 are preferably welded to the sills at theslot positions and their res ctive end portions 135 to adjacent ends ofraces 128.

the ridges without interference from the Thus united, the constructiondescribed may be substituted for the gusset plates 132 before noted, orsupplement them, as required.

As before stated, the several discharge openings 111 are virtuallycontinuous between the respective outside hopper sheets 104 and 106 exect for the thickness of the inside hopper s eets 108 and 110 beneath thecenter Bill, and are controlled by doors138, presently to be described,hung transversely of the car and held closed by locking hooks 139 or thelike, positioned at the outside hopper sheets. I opposite sides of theinside hopper sheets are preferably in one piece with a central opening140 to clear the center sill and brake ro 127 during opening movements.I

As before stated, the doors are hung upon hinge sections 109 formingpart of the respective intermediate sloping floor plates 101.

The sections 109 are indicated-as separately formed pressed, metalmembers extending continuously across the car between adjacent outsidehopper'sheets. They serve at once to provide mountings for theseveraldoors an to reinforce the floor plates 101 defining in s 111.

The doors for the openings upon 1 the-upper edge of the respective dooropenith the hinge sections 109 stiffening the intermediate floor dplates101 at the u per sides of respective oor openings 111 an the pressedchannel shaped stifieners 105 welded to and connecting outside andinside hopper sheets and floor plates 102 and 118 extending transverselyof the car at the lower sides 0 said openings, the structure about theopenings is amply reinforced to prevent distortion during machine dumpino rations.

' The doors are pivotally ung and held in operative position uponassociated hinge members on'the car by interposing a bar or tube betweenthe hinge on thedoor and that on the car and the doors taken down by themere withdrawal-of the interposed bar, as

ample proportions sections of maximum strength and minimum weight ma beemployed. Welding at the joints ren ers them watertight and proofagainst corrosion and, when conformed to the contours of theconnected-parts, romotes uniformity '-in the distribution 0 stresseswithin the several assemblies of the car, and therefore throu hout thewhole structure.

The absence 0 rivets and other projections at the joints in the floorareas insures the uninterrupted flow of the lading1 charge openings, andsince e discharge to the dis-.-

openings extend beneath the center sill almost continuously betweentheoutsidehopper sheets, except for the thickness of the inside hoppersheets as before noted, obstruction to flow of the lading by thebridging thereof at the openings, is avoided. By virtue of the extensionof the hoppers beneath the sill, that s ace is utilized'for theaccommodation of ad itional lading at points below the underframewhereby the pay load capacity of the car is increased and the center ofgravity lowered to provide an additional factor of safety.

What we claim is 1. A welded railwa car havin side and.

end load retaining wa sloping oor plates connecting said walls, a hollowcenter sill penetrating said floor plates, hollow ridge membersextending transversely of the car and 'supportingcertain of said floorplates, and bracesconnecting the side walls and center sill. a

2. A weldedrailway car having. side and end load retaining walls,slopingfloorplates connecting said walls, a hollow center sill penetrating saidfloor plates, hollow ridge members extending transversely of the car-connecting said walls, a hollow center sill connecting said floorplates, hollow ridge members extending transversely of the car andsupporting certain of said floor plates, and braces connecting therespective side walls and the center sill and extending through openingsin said ridge members.

5. A welded railway car havin sideand end load retaining walls, slopingoor plates connecting said walls, a continuous hollow center sillconnecting said floor plates, hollow ridge members extendingtransversely of the car and supporting certain' of said floor plates,hollow top-chords surmounting said side walls, and braces extendingbetween said ridge supported floor plates and connecting the respectivetop chords and the center sill.

6. In a welded railway car including load retaining end walls, bolsters,side wall girders comprising upper and lower plates respectivelyconnecting said end walls and bolsters, a continuous hollow center sillconnecting said bolsters, sloping floor'plates connecting said.bolsters, sill, and wall members,

and side wall braces extending inwardly and beneath certain of saidfloor plates for connection with the center sill.

7. In a welded railway car having side wall girders having theirrespective upper edges bent inwardly and upwardly, a surmounting topchord having a web formed with marginal flange portions extendingdownwardly and outwardly in overlapping relation with the bent upperedges of the girder wall within the plane of the maximum width of therespective car sides, and an inner substantially vertical flange portiondepending from said web and deflected outwardly for mar inal engagementwith the respective gir er wall plates and forming therewith hollowchord portion secured to said walls and an upwardly and outwardlydeflected flange portion secured to said wall portions to form therewitha hollow chord member, a plurality of channel shaped stake membersextending vertically between and secured to said chord members, andhollow wall stiffening members extending longitudinally between saidstakes and top and bottom chords.

9. A welded hopper car comprising side girders, load retaining end wallsand a pair of bolsters connecting said girders, sloping floor platesuniting said girders, bolsters, and end walls, a hollow center sillmember penetrating said bolsters and floor plates, and outside andinside hopper sheets depending respectively from said girder sides andthe center sill for supporting said floor plates, said inside hoppersheets being common to respectively adjacent outside hopper sheets uponopposite sides of the car.

10. A welded hopper carcomprising side wall girders, load retaining endwalls and a pair of bolsters connecting said girders, sloping floorplates uniting said girders, bolsters, and end walls, a hollow centersill member penetrating said bolsters and floor plates, outside hoppersheets depending from the respective girders 'for supporting said floorplates, and inside hopper sheets beneath the center sill and common torespectively adjacent outside hopper sheets upon opposite sides of thecar, certain of said floor plates being extended beneath the center sillfor connection with said inside sheets.

11. A welded hopper car comprising side girder walls, a pair of bolstersand load retaining end walls connecting said girders, sloping floorplates uniting said walls and bolsters, a continuous hollow center sillpenetrating said floor plates and bolsters, certain of said floor platesforming ridges transversely of the car for uniting the girder sidesintermediate said bolsters, hollow Vertical stakes connecting adjacentridge plates to respective girder sides, 'wall braces connecting saidridge plates and stakes, and gusset plates unitin said braces, stakes,and ridges.

12. welded hopper car comprising side girder walls, a pair of bolstersand load retaining end walls connecting said girders, sloping floorplates uniting said walls and bolsters, a continuous hollow center sillpenetrating said floor plates and bolsters, certain of said floor platesforming ridges transversely of the car for uniting the girder sidesintermediate said bolsters, hollow vertical stakes connecting adjacentridge plates to respective girder sides, wall braces con necting saidridge plates and stalies, and rela tively short brace members connectingsaid ridge plates to the center sill.

13. Avwelded hopper car comprising'side girder walls, a pair of bolstersand load retaining end walls connecting said girders, sloping floorplates uniting said walls and bolsters, a continuous hollow center sillpenetrating said floor plates and bolsters, certain of said floor platesforming ridges transversely of the car for uniting the girder sidesintermediate said bolsters, hollow vertical stakes connecting adjacentrid e plates to respective girder sides, and wall races connecting thecenter sill and said stakes and extending through respective openings insaid ridge plates. 7

14. A welded hopper car comprising girder sided walls, a pair ofbolsters, and load retaining end walls, sloping floor plates unitingsaid walls and bolsters, a continuous hollow center sill penetratingsaid floor plates and bolsters, certain of said floor plates formingridges transversely of the car for uniting the girder sides intermediatesaid bolsters, hollow vertical stakes connecting adjacent ridge platesto respective girder sides, wall braces connecting said ridge plates andstakes, and auxiliary truss members connecting said braces to adjacentgirder walls upon oppo-' sitesides of said stakes.

15. A hopper car comprising girder side Walls, a pair of bolsters, andload retaining end walls, sloping floor plates connecting said walls andbolsters, a continuous hollow'center sill penetrating said floor platesand bolsters, certain of said floor plates forming ridges transverselyof the car. above the center sill, and short brace members connectingadjacent ridges to opposite sides of the center sill, all of saidmembers being united by welding. 16. A hopper ear comprising girder sidewalls, a pair of bolsters, and load retaining endwalls, sloping floorplates uniting sai walls and bolsters, a continuous hollow center silland penetrating. said floor plates and bolsters, certain of said floorplates constituting ridges transversely of the car above the center sillfor connecting the girder sides intermediate said bolsters, and tieplates between said ridges and center sill, all of said members beingunited by welding.

17. A hopper car comprising girder side walls, a pair of bolsters, andload retaining endfwalls, sloping floor plates connecting said ehman persheets having their upper securing marins deflected laterally of theplane of the ody of the sheet, and separate companion plates secured tosaid hopper sheets and forming with the deflected sheet portion and thecenter sill a hollow passageway for. a brake rod, certain of said floorplates being extended beneath the center sill for connection with saidinside hopper sheets, all of said members being united by welding.

19. In a railway car including a pair of bolsters, and a continuoushollow center sill penetrating and extending beyond said b01- sters tothe car ends, said sill between the bolsters and adjacent car endshaving their underside portions cut away to provide open- I ings for theinsertion of bolster filler castings and draft gear parts, saidbolsters, center sill and filler castings being united by welding.

20. In a railway car including a pair of bolsters, and a continuoushollow center sill penetrating and extending beyond said bolsters to thecar ends and having portions of d being united by welding.

In witness whereof we have hereunto set our hands this 13th day of May,1931.

v WILLIAM H. MUSSEY. JULIAN R. RUDULPH.

walls and bolsters, a continuous hollow center sillpenetrating saidfloor plates and bolsters, outside and inside hopper sheets dependingfrom said girder; sides and center sill respectively, and definingwithsaid floor plates the discharge openings upon opposite sides of andbeneath the center sill, all of said members being united-by Welding,doors controlling said openings, and door locking means.

18. A hopper' car comprising girder side walls, a' pair of bolsters, andload retaining end .walls, sloping floor plates connecting saidwalls'and bolsters, a continuous hollow center sill penetrating saidfloor plates and bolfrom sters, outside hop'per sheets depending fi oorsaid girder sides for supporting sai ;pl'ates,-inside hopper sheetsbeneath the cen- DISCLA'IMER 1,859,26L-Will1'am H. Mussey, Chicago, andJulian R. Rudulph, Homewood, Ill. WELDED HOPPER CAR. Patent dated May17, .1932. Disclaimer filed March 26, 1936, by the patentees; theassignee, Pullman-Standard Oar Mamgfactur'ing Oomqaamy, approving..Hereb enter this disclaimer to claims 1, 2, 6 and 16, in said patent.

ficial Gazette April 21, 1.936.] V 1

